Railway traffic controlling apparatus



May 3, 1932. c. w FAlLQR 1,856,754

RAILWAY TRAFFIC CONTROLLING APPARATUS Original Filed Nov.17, 1930 4 Sheets-Sheet l BX110 LXiIO INVENTOR: C. WTFm'l /7 M4 ATTORNEY.

y 3, 1932- l c. w. FAILOR ,8 ,754

RAILWAY TRAFFIC CONTROLLING AEPARATUS Original Filed Nov.l'7, 1930 4 Sheets-Sheet 2 I N VEN TOR.

G, M qJZo 1 3X11 0 ATTORNEY.

1932- c. w. FAILOR 1,856,754

I RAILWAY TRAFFIC CONTROLLING APPARATUS Original Filed Now.l7, 1930 4 Sheets-Sheet, 3

a INVENTOR.

C.W.FQ1'/ol" 10 M ATTORNEY.

May 3, 1932- c. w. FAILOR 1,856,754-

RAILWAY TRAFFIC: CONTROLLING APPARATUS I ori inal Filed Nov.l7, 1930 4 Sheets-Sheet 4 INVENTOR. 1 Fa f/ #1,

ALL ATTORNEY.

Wan-W Patented May 3, 1932 CHARLES W. FAILOR, 0F FOREST HILLS, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH &-SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA RAILWAY TRAFFEC CONTROLLING APPARATUS Application filed November 17, 1930, Serial No. 496,109. Renewed October 2, 1931.

The accompanying Figs. 1, 1 1 and 1 when placed end to end in the order named, with Fig. P on the left form a diagrammatic view showing one form of apparatus embodying my invention when applied to a stretch of single track railway extending between two passing sidings designated in the drawings by the reference characters P and P In describing my invention, I shall assume the left-hand end of each figure to be west and the right-hand end to be cast, and I hall speak of a train traveling from the rightto the left as a westbound train and 3 one traveling from the left to the right as an eastbound train. In the following description, reference is made to the accompanying figures wherein like characte s of reference designate corresponding parts, the numeral 1 being prefixed to the reference character when thepart is associated with westbound traffic and the numeral 2 prefixed to the reference character when the part is associated with eastbound tra-liic. Also an exponent is added to the reference characters to distinguish the location of the part.

In the accompanying figures, the track rails 1 and 2 are arranged in track sections A B, B-C and (1-1), by the usual insulated rail oints 3. The track sections 21-3 and C-D are arranged with a cut section at the points A and D respectively, while the section BC is provided with but a single track circuit. It will be understood that other arrangements of track sections other than that of my invention.

Energy for the operation of part of the apparatus of my invention 1S supplied by herein described may be employed without deoartin from the s nut and scone l a l line transformers L, one 'of which is located at each junction of adjacent track sections. The primary f of each line transformer is connected to a transmission line E which is constantly supplied with alternating current of any convenient frequency such'as cycles per second from a source not shown in the drawings.

Line batteries designated by the reference character F are located at the junction of adjacent track sections. These batteries F are each trickle charged by a charging unit M each of which includes a transformer 5 and a. full-ware rectifier 6. The primary 7 of each of these transformersfi is permanent- 1y connected to the secondary f the associated line transformer L while the secondary 9 of each transformer 5 is connected to the input terminals of the rectifier 6. The output terminals of each rectifier 6 is connected to the terminals of the associated line battery F, all of which will be readily'understood by an inspection of the drawings. The line battery F furnishes current for the operation of certain parts of the apparatus of my invention.

At each junction of adjacent track sections there is provided a code transmitter CT which includes a motor element 133 (see Fig. 1") constantly supplied with direct current fro-m an associated line battery F. This code transmitter is to be of any of the standard types commonly used in code systems and, as here shown, it will be understood that the two upper contacts 10 and 11 periodically close their respective contacts at the rate of 80 times per minute and that the two lower contacts 12 and 13 periodically close their respectivecontacts at the rate of 180 times per minute.

Each track section is provided with a track circuit which includes a track relay TR, a track battery TB and two code feeding transformers IT and 2T. The current supplied to the rails by the track battery TB is constantly coded or periodically interrupted at the rate of 80 or 180 cycles per ininuteor any other code frequency desired and this coded direct current is utilized for controlling the operation of the trackrelay. The alternating current supplied to the track circuit under certain traffic conditions is likewise coded at or 180 cycles per minute or any other desired frequency, and this coded alternating current is utilized to control train-carried devices for governing the operation of cab signals where such train-carried devices are governed by power received inductively from the running rails such, for example, as that disclosed and claimed in the Letters Patent of the United States No. 1,773,472, filed by P. N. Bossart on the 7th day of February, 1927.

The track circuit for section AA is typical of all track circuits where two track circuits are provided for a track section such as the track sections AB and C-D, and the track circuit for section AA is submitted for an understanding of all and is as follows: track battery TBA resistor unit 14, reactor unit 15, rail 2, wire 16, element 17 of the track relay 2TB, wire 18, rail 1, wire 19, secondary 20 of the code feeding track transformer 2T, wire 21, 180 code cont-act 12 of code transmitter CT, wire 22, normal polar contact 23 of a relay 2H to be referred to later, and wire 24 to the negative terminal of the battery TBA In the event relay 2H is reversed the circuit then includes 80 code contact 10 of GT and reverse contact 30 of relay 2E. The track relay 2TB like all track relays of the system is a two-element relay having an element 25 constantly supplied with direct current from the associated line battery 2F over the wires 26 and 27, while the second. element 17 is connected to the rails 1 and 2 as pointed out above. The track relay 2TR as all the track relays of my invention, is designed to be responsive to direct current code impulses but not to impulses of coded alternating current. It follows that when the section AA is unoccupied that the track relay 2TB is operated at the rate of 180 or 80 cycles per minute by current supplied by the track battery TBA and coded by the code transmitter CT.

Attention is called to the fact that the track batteries of adjacent track circuits are con nected to the rails with reverse polarity as in cheated by the plus and minus signs in the figures. Taking location A for illustration, the positive terminal of the battery TBA is connected to the rail 2 and its negative terminal is connected to the rail 1 while the track battery TBA for the adjacent section A B has its positive terminal connected to the rail 1 and its negative terminal connected to the rail 2. Each track relay of the system being a two element relay, it follows that the reversing of the polarity of the track rails of adj acent track sections provides that full broken down insulated rail joint protection is obtained with the coded track circuits here disclosed.

Each track relay controls decoding ap paratus including a decoding transformer DT, a rectifier DR and a decoding relay TP. Looking at track relay 2TB of location A for example, the primary 31 of the decoding transformer 2DT is supplied with direct current from the associated line battery 21?,

through the armature 32 of the track relay 2TR lVhen the track relay is energized, current from the positive terminal of the battery 2F flows along wire 26, armature 32 in engagement with its front contact, the righthand half of primary 31 to a center tap, and then by wire 27 to the negative terminal of the battery 2F. When the track relay 2TB is deenergized and armature 32 is down in engagement with its back contact, the current flows from the battery 2F through the left-hand half of primary 31 of the decoding transformer 2DT It follows that with the track relay 2TB operated by a coded direct current and its armature 32 alternately in engagement with its front and back contacts that an alternating voltage is induced in the secondary 33 of the transformer 2DT, the frequency of which is the same as the frequency of operation of the track relay, and that whenever the track relay 2TB remains constantly energized or constantly deenergized, no voltage is induced in the secondary 33. The secondary 33 is connected to the input terminals of the associated rectifier 2DR while the associated decoding relay 2T1 is connected to the output terminals of the rectifier as will be readily understood by an inspection of the Fig. 1 The decoding circuit which includes transformer 2DT rectifier 211%, and the relay 2TP being nontuned, it follows that with the track relay 2TB being alternately energized and deenergized in step with either the 180 or the 80 code direct current of the track circuit the decoding relay 2T1 is energized, and that with the track relay constantly energized or deenergized, then the decoding relay 2TP is deenergized. At all track sections having but a single track circuit such, for example, as the track section BC, a track relay is provided at the battery end of the section as well as at the opposite end of the section, and this relay at the battery end has its element 17 connected directly to the track leads. Referring to relay 111%, which is located at the battery end of the section B-C, this relay operates similar to all the other track relays and is associated with a like decoding device. It is to be observed that the track relay for each intermediate section is equipped with a second code following armature.

At all intermediate locations, each decoding relay has associated with it a thermal unit TU, the function of which is to retard the picking up of the decoding relay to thereby insure proper operation of the directional means as will be hereinafter described. These sociated decoding relay is to be energized after it has once been deenergized by virtue of a train shunting the track relay. Taking the thermal unit ITU which is typical of all the thermal units, the following circuit exists for the heating element 34 when the decoding relay lTP is to be energized: battery 11, wire 35, armature 13 i of relay lTlt wire heating unit 3%, armature 37 of the decoding relay 1T P down in engagement with its back contact, and wire 38 back to the battery 1F After a few code impulses, the contact 39 is closed inasmuch as the period required for cooling the heating unit 341s much longer than the period required for heating he unit. The closing of the contact 89 connects the wire 40 leading from the center tap of the decoding transformer lDl to the wire 38 leading to the negative terminal of the battery 1B. This completes the circuit from the primary 31 of the decoding transformer lDT whirl allows decoding relay lTP to be energized. lVith relay lTP energized, the circuit for the heating unit Set is opened at the ba ck contact of the armature 37 and wire H) is connected to the negative wire 38 at the front contact of the armature lVith each decoding relay there is associated a direct current polarized line relay and slow-releasing line repeater relay designated by the reference characters H and HP, respectively. Looking at line relay 1H the circuit for energizing this relay may be traced from the positive terminal of the battery 1F", ire 41, front contact 42 of the line repeater relay lHP wire 43, front contact 44 of the decoding relay QTP line wire 45, front contact d6 of the decoding relay lTP winding of relay lH line wire 47, front contact 48 of relay 1HP and wire 49 to the negative terminal of the battery 1E It will be observed that with the repeater relay lliP dcenergized, thereby closing its back contacts 50 and 51, and with a directional relay 1V energized, in a manner to be later described, to thereby close its front cont-act 52, then the current supplied by the battery 1F the circuit just traced for the line relay lH is reversed in polarity. lVhen the line relay 11-1 is energized with normal polarity of current, its polar armature 53 occupies the left-hand position, that is, the position as shown in 1 and when it is energized with reverse polarity of current, the polar armature 58 is reversed to the hight-hand position. The repeater relay IHP is controlled by its associated line relay lH and is energized by a local circuit from the battery lF as follows: wire 54, front contact 55 of line relay 1H relay lHP and wire 56 to the negative terminal of the battery lF Each line relay and its associated repeater relay located at each junction of adjacent track sections is controlled in the same manner as just described for the relays lH and ll-lP At each cut section,

such as locations A and D a polarized line relay is also provided for each track circuit and each line relay is connected in parallel with the controlling line relay H associated with the respective track circuit and located'at the track relay end of the section. Lookin at location D the polarized line relay fHD has one terminal connected to the line wire 45 by a wire 5? and its other terminal is connected to the line wire 47 by a wire 58, and thus this relay ll-I is energized whenever the line circuit for relay LE is closed.

At the junction of adjacent intermediate track sections there is provided the usual directional stick relay commonly used in absolute permissive block signaling systems and which. is here designated by the reference character V with proper exponents. This stick relay performs similar functions as that of the directional stick relay used in standard absolute permissive block systems, that is, to establish directional control and to provide for following train movements. As the circuits for selecting the directional stick relay are alike for all such relays, it is deemed sufficient to describe but one in detail for an understanding of all. Taking relay QV for illustration, this relay has a pick-up circuit as follows: battery QF wire 59, back contact 60 of the opposing directional relay 1V wire 61, back contact 62 of the repeater relay 1H1, wire 63, back contact 64: of the decoding relay ll P wire 65, back contact 67 of the decoding relay QTP wire 68, front contact 69 of the re peater relay QHP wire 70, coil of relay 2V and wire 71 to the negative terminal of the battery 2F? Once this directional stick relay QV is energized then it is held energized by a stick circuit branching from the positive wire 59, through back contact 72 of relay 2H, wire 73, its own front contact 74; to the wire 70, coil of the relay 2V and wire 71 to the negative terminal of the battery QF Each track section is provided with a wayside signal located at each end of the section to govern traffic in opposite directions through the section. Signals governing westbound traflic are designated by the reference character 15 and the signals governing eastbound traiiic are designated by the reference character 23. These wayside signals may be of any of the standard types and are here shown as three-position light signals. The lighting circuits of each signal are controlled by the associated line relay and line repeater relay, and as the circuits of all signals are alike, a description of any one will be suflicient for the understanding of all. Referring to the signal 25, the proceed signal light circuit extends from one terminal of the secondary 8 of the associated line transformer L wire BXllO, wire 75, back contact 76 of the opposing line repeater relay 1HP wire 77, front contact 78 of the associated repeater relay 2HP polarized armature 82, normal polar contact 79 of the associated line relay 2H1), wire 80, proceed light 81, and wire CXllO to the common terminal of the secondary 8. The approach signal light circuit is the same as the proceed light circuit up to the polar armature 82 of the line relay .ZHD, then with armature 82 reversed so as to be in engagement with the reverse contact 83, the circuit extends along wire 84, approach signal light 85, and the CXllO wire to the common terminal of secondary 8. The stop signal light circuit branches from the wire 7 7 to the back contact 86 of the associated repeater relay 2H1, wire 8?, stop signal light 88, and the common return wire CX110.

At each siding location there is provided a pole-changing relay designated by the reference character HD, and this relay is controlled by the line relay of the same location. Referring to the relay 1H1) located at the siding P this relay is energized by a circuit from the positive terminal of the battery lF wire 126, front contact 127, polar contact 128, winding of relay lHD and wire 129 back to the battery 11*. The relay 2HD located at the siding P is governed by a similar circuit.

As stated earlier in the specifications, two code feeding track transformers are provided for each track circuit, one located at each end of the track section. Through the medium of these transformers, coded alternating current is fed to the track rails for the purpose of controlling train-carried cab signal devices such as shown in the United States Letters Patent No. 1,773,472 heretofore mentioned. At the battery end of the track circuit, the secondary of the code feeding transformer is connected in series with the track battery, while at the relay end of the track circuit, the secondary of the code feeding transformer is connected in parallel with the track element of the track relay. The track circuit for section A-A is typical of all, and, as previously traced, the track circuit of this section includes the secondary 20 of the code feeding transformer 2T. At the relay end of the section AA the secondary 28 of the code feeding transformer 1T is connected in parallel with the track element 17 of the track relay QTR and in series with the resistor 29. The primary 89 of the transformer 2T is supplied with alternating current from the secondary 8 of the line transformer L over wire B31110, wire 90, front contact 91 of the associated line relay 2H ,backcontact 92 ofthe opposing line relay 1H, wire 93, primary 89, wire 94, and wire CXllO to the other terminal of the secondary 8. This primary circuit being normally open at the back contact 92 of the opposing line relay 1H, train governing energy is only supplied by it to the track circuit during the period an eastbound train is occupying the section. Inasmuch as the'secondary circuit of 2T is periodically interrupted at 80 or 180 times per minute, the rate depending upon the positon of the polar armatures of the line relay 2H, it is apparent that whenever the primary 89 is energized with alternating current that the secondary 20 supplies coded alternating current to the track rails. The primary 95 of the code feeding transformer 1T has a circuit as follows: secondary 8 of the line transformer L Wire BXllO, wire 96, 180 code contact 13 of code transmitter GT wire 97, front contact 98 of line repeater relay 1H1, wire 99, back contact 100 of the opposing line relay 2H wire 101, primary 95, wire 102, and wire CXllO to the common terminal of the secondary 8. It is thus apparent that whenever this circuit from the primary 95 is closed by westbound train, that 180 coded alter nating current is fed to the rails of the section A-A by the secondary 28. The primary 95 is supplied with 80 code alternating current in the event the line relay lH is deenergized and a circuit is established which branches from the wire 96 through the 80 code contact- 11 of the code transmitter CT wire 103, back contact 10% of the line repeater relay 1H1, and then as before traced for the 180 code current. At all intermediate localions, the 180 code alternating current is supplied in a like manner as that described for the track section AA however, the 80 code alternating current is cont-rolled by the directional relay at the intermediate signals. Taking location B for example, the circuit for supplying 80 code alternating current to the primary 105 of the code feeding transformer 1T is from the secondary 8 of the line transformer L wire BXllO, wire 106, 80 code contact 10 of the code transmitter CT wire 107, front contact 108 of the directional relay 1V back contact 109 of the line repeater relay 1H1, wire 110, back con tact 111, wire 112, primary 105, and wire (D1110 to the common terminal of the secondary 8.

Having pointed out the various circuits and apparatus with which each track section is provided, 1 shall now describe the operation of the system and I shall first assume that each track section between the two passing sidings P and P is unoccupied. As described earlier in the specifications, each track circuit is constantly supplied with either 180 code or 80 code direct current and this coded direct current operates the track relay. It was also pointed out that the positive terminal of the F battery was connected to the heel of the 32 armature of the track relay and that the extreme ends of the primary of the decoding transformer are connected to the front and back contacts of the armature 32, while the center tap of the primary is connected to the negative terminal of the battery F. Therefore, with armature 32 alternately closing the front and back contacts in step with either 180 or 80 code direct current, the half of the primary winding of the decoding transformer fed by the front contact will be energized during the on code period building up a flux in one direction and when the off eriod of the code occurs then the back contact closes and the other half of the primary 31 will be energized in a reverse direction from that of the first. This action will cause a flux LO build up in one direction and to die down and build up in the reverse direction wi h each 180 or 80 code cycle. With the building up of the flux in one direction and the dying down and building up in the opposite direction, a voltage is induced in the secondary 33 having a corresponding frequency. The secondary 33 is connected to the input terminals of the rectifier DR to whose output terminals the decoding relay TI? is connected, thus the relay TP is normally energized. With the decoding relay TP held closed then the associated line relay and, in turn, the line repeater relay are both normally energized. It is recalled that when the various circuits were traced it was shown that with the line. relay and its associated line repeater relay both energized, the proceed operating circuit for the associated wayside signal is closed to govern the operation of the signal. Also that the operating circuits for the wayside. signals at each location, except at the leaving signal at each siding, are held openat a back contactof the opposing line repeater relay to act as an approach lighting means for the wayside signals. Furthermore, with the line relay and its line repeater relay both closed,.the circuit for the associated code feeding transformer is set to supply coded alternating current to the rails the circuit however, is held open a back contact of the opposingline relay to act as an approach energizing means for the code feeding transformer. Thus norn1ally the track circuits are suppliedwith 180 code direct current; the leaving signal at each siding displays proceed signahthe line control relays are each normally energized and each arranged to approach light an opposing intermediate signal and to approach energize the track circuit of the associated section with train gorerning coded alternating current.

Describing next the ope at-ion of the apparatus for an eastbound train and, assuming that an eastbound train occir ies the track section to the left of location A and that all the intermedia e track sections up to the passing siding P are unoccupied. Vith the train occupying the section to the left of location A, the track relay 1TH is shunted and thereby tl e associated relays lTP ll-P, lI-TP and THDA are all deenergized with the result that the stop light circuit of the si 1S is closed at the back contact 116 of the relay 1H1 a rd signal 1% set to display a stop signal: to any approaching westbound train. The current for the line relays 1H and 1H is reversed from the normal polarity at the back contacts of armatures 113 and 11 1 of the ll-ID relay, resulting in the approach signal light circuit of signal 18 being closed at the reverse contact 115 of the line relay IH and signal lS set to display an approach signal to any approaching westbound train. With line relay 1H at the cut section A reversed, then 80 code direct current is fed to the track circuit of the section A B. However, inasmuch as the track relay 1TB is responsive to 80 code direct current as well as to 180 code direct current and inasmuch. as the decoding circuit is non-tuned, the decoding relay lTP remains energized With the line relay lH down to close the back contact 132, 180 code alternating current is supplied to the code feeding transformer QT and thus the rails of. the section in advance of the train are fed with 180 code alternating current to affect thetrain carried cab signals.

As the train advances tothe east and enters section AB, the first pair of wheels shunts the track relay QTR and, in turn, the re-- lays QTP QH and QHP all become deenei 'gized and the signal QS set to display a stop s gnal. 1 The line circuit to the line relay IH is now open at the contact 117 of the relay QTP and the relays 1H and 21-119 at the location B are deenergi-zed and the opposing signal 18 set to display a stop signal. Likewise the line circuit for each successive. opposing westbound signal upto thepassing siding P is open at the line repeater relay in advance, and each opposing signalset to display a stop signal to any westbound train It is to be noted that at locations A and D the line relays 1H and 1H respectively, are now deenergized, however, these polarized relays are such that their polar contacts 23 are held closed with sufficient contact pressure to retain the respective track circuit in its normal condition even with the relay deenergized. At the locationA the line. relay 1H being down and the line relay 2H up, alternating current is fed to the primary 89 of the code feeding transformer 2T. The alternating current induced in the secondary by the alternating current in the primary 89 is coded by the 180 code contact 12 of the code transmitter CT, and thus the train carried devices are influenced by 180 code alternating, current as the train travels the section A-A The train upon passing the cut section A and entering the section A B shunts the track relay ITR and its associated relays are deenergized. The line circuit for. the line relay QH being now open at the contact 118 of the relay lTP the signal 28 is. still held at stop even after the rear of the train vacates the section A-A and the decoding relay of that section reenergized. The line relay 1H being down to close the back contact 123, 180 code alternating current is fed to the primary 124 of the code feeding transformer 2T by a circuit similar to that traced for primary 95 of 1T and the rails of the section A -B are supplied with 180 code alternating current to influence the train car ried cab signals of the eastbound train. The line repeater relay ll-IP being open, the back contact 130 is closed and current is supplied to the proceed light circuit of the signal 2S to thereby display a proceed signal to the eastbound train.

As the train enters the section BC and A shunts at track relay 2TB to thereby deenergize its associated relays, the signal 28 is set to display a stop signal. The relay 2HP being slower to release than the decoding relay 2TP the pick-up circuit for the dir-ectlonal relay 2V is momentarily closed to energize this relay, after which it is retained energized by its stick circuit. The opposing line relay 1H being down, alternating current is supplied to the primary of the code feeding transformer 2T The alternating current induced in the secondary of transformer 2T is coded by the 180 code contact 13 of the code transmitter CT and thus the train carried cab signals are influenced by 180 code alternating current as the train travels the section BC. The line repeater relay 1H1 being open, its back contact 131 is closed and current supplied to the proceed light circuit of the signal 2S to display a proceed wayside signal to the eastbound train. The energizing of the directional relay 2V results in the line circuit for the line relay 2H being supplied with current of reverse polarity as soon as the train vacates the section A B, and the track relay 1TB and its decoding relay lTP become reenergized. With the line relay 2H and likewise the relay 2H energized by current of reverse polarity, the line repeater relay 2H1 is reenergized and thus the signal 2S is set to display an approach signal. The line circuit to the rear of location A will now be energized by current of normal polarity and thus the eastbound signal to the rear of 2S 'will be set to display a proceed signal. As the train vacates the section A B and its decoding relay 1T]? reenergized, the circuit for the westbound signal 13 is restored to its normal condition.

A With the line relay 2H reenergized by ourrent of reverse polarity, 80 code direct current is supplied to the track circuit of the section AA but inasmuch as the track relay is responsive to 80 code direct current as well as to 180 code direct current, and inasmuch as the decoding circuit is non-tuned, the decoding relay 2TP is energized.

Assuming a following eastbound train passes the approach signal 28* while the first train occupies the section B-C, it is apparent that the track circuit for section AA- is supplied with 80 code current through the contact 10 of the code transmitter CT, and thus 80 code alternating current is supplied to the track circuit of section AA to influence the train carried devices of this following train. In the event the following train advances and enters the section A B, while the first train occupies section BC, we find that 80 code alternating current is supplied to the code feeding transformer 2T by the following circuit: secondary 8 of transformer L wire BXllO, wire 106, 80 code contact 11 of OT wire 119, front contact 120 of directional relay 2V back'contact 121 of the repeater relay 2HP wire 122, back contact 123 of 1H, primary 124, and wire CXllO to the common terminal of secondary 8. Thus 80 code alternating current is supplied to the rails of the section A B to influence the train carried cab signal of this following train.

As the train leaves the section BG, coded direct current again operates the track relay 2TH and the relays 2TP QH and 2H1? are reenergized, and the stick circuit for the directional relay 2V is opened at the back contact 125 of relay 2H thereby restoring the directional relay to its normal position.

In the event there should occur a momentary loss of train shunt while the train occupies the section BC, and the track relay 2TR operated by a few code impulses of direct current, the decoding relay 2TP will not pick up until such time as the associated thermal unit 2TU functions to close its contact, and in view of this delay in the picking up of the relay 211, the associated line relay will not pick up during this short momentary loss of the train shunt. This delay in reenergizing the line relay prevents a momentary loss of train. shunt from deenergizing the directional relay QV with a result of loss in directional control.

As the first eastbound train advances and enters the successive track sections. the operation of the apparatus is the same as that described for the sections AB and BC. Also the operation of the apparatus for a westbound train is similar to that described for eastbound traffic.

Such a system herein disclosed and described is practically immune of propulsion alternating current or propulsion direct current or any other form of electrical energy that may be used in the running rails. The track relays respond readily to coded direct current requiring thereby low energy output of the track battery. While the disclosure shows a system wherein the train governing coded alternating current is fed to the track circuits directly from the transmission line, it will function equally as well for a system that pro ides a motor driven alternator wherewith current from the line battery is used, as a standby apparatus to insure continuous operation of the cab signals during periods of loss of power on the transmission line.

Although I have herein shown and described only one form of railway trathc con trolling apparatus embodying my invention, it is understood that various changes and modifi ations may be made therein within the scope of the ppended claims without departing from the spirit and scope of my invention. 7

Having thus described my invention, what I claim is:

1. In combination, a track section, a track circuit including the traliic rails of the section. a source of c rrent to normally supply the track circuitwith current of a given charcter periodically interrupted, a second source of current to supply the track circuit with train-governing current of a different character periodically interrupted, a track relay connected to the track circuit responsive to the periodically interrupted current of said given character and not responsive to the periodically interrupted current of said diiierent character a wayside signal, and means controlled b the tracl relay to govern the operation of the wayside signal and to control the supply oi periodically interrupted train-governing current of said different character to the track circuit of another traclr section.

2. In combination, a track section, a track circuit including the traflic rails of the section, a source of current to normally supply the track ircuit with direct current periodically interrupted, a second source of current to supply the traclr circuit with train-governing alternating current periodically interrupted, track relay connected to the rails and normally responsive to the periodically interrupted. direct current but not responsive to the periodically interrupted alternating current, a wayside signal, and means controlled by the track relay when operated by the inte ted current to govern the operation of the wayside signal and to control the supply of periodically interrupted train-governing alternating current to the track circuitof another track section.

3. In combination, a track section, a track circuit including the trafiic rails of the track section, a source of current to normally supply to the rails coded dir ct current, secor source of current to supply to the rails traingoverning coded alternating current, a track relay connected to the rails and normally responsive to the coeed direct current but not responsive to the coded alternating current, a decoding relay, means to energize said decoding relay with the track relay operated by coded direct on rent, a wayside signal to govern traffic through the section, and means controlled by the decoding relay to govern the operation of the signal and to circuit including the trailic rails of the sec tion, a source of current to normally supply to the rails coded direct current, a second source of current to supply to the rails traingoverning coded alternating current of different codes, a track relay connected to the traiiic rails and normally responsive to the coded direct current but not responsive to the coded alternating current, a decoding relay, means to energize said decoding relay with the track relay operated by coded direct current, a wayside signal, and means controlled by the decoding relay to govern the operation of the signal and to selectively control the ditl'erent codes of the train-governing coded alternating current supplied: to the track circuit of another track section.

5. In combination, a track section, a track circuit including the traffic rails of the sec tion, a source of normally active direct current and a source of normally inactive alternating current for the track circuit and said sources connected in series across the traffic rails, means to periodically interrupt the con,- nection to the rails to establish a normal flow 01"" periodically interrupted direct current in the rails, a track relay connected to the rails and responsive to the interrupted direct cur rent, a wayside signal, and a circuit controlling device energized in response to the track relay operated by the interrupted direct current to govern the operation of the signal and said device deenergized in response to the track relay shunted to render effective the source of alternating current to thereby establish a flow of train-governing periodically interrupted alternating current in the rails.

6. In combination, a track section, a track circuit including the trafiic rails of the section, a source of normally active direct current and a source of normally inactive alternating current and said sources connected in series across the traflic rails of the section, means to periodically interrupt the connection to the rails to establish a norn'ial flow of periodically interrupted direct current in the a track relay connecteo to the rails and responsive to the interrupted direct current, a circuit controller held in one given position in response to the track relay operated by the interrupted direct current and held in a second given position with the track relay shunted, and means controlled by the circuit controller in the first given position i ,r controlling the source of alternating current of another track section and said means to render active the source of alternating current of the track section when the circuit controller occupies the second given position.

7. In combination, a track section, a track rec circuit including the trailic rails of the section, a source of normally active direct current and a source of normally inactive alternating current for the track circuit, a plurality oi paths for connecting said sources in series across the trailic rails, tratlic controlled means for select'vely closing one of said paths, means to periodically interrupt each of said paths at a diiierent rate, a track relay connected to the rails and responsive to periodically interrupted direct current, a wayside signal, and a circuit controlling device energized in response to the track relay operated by interrupt-ed direct current of any one of said different rates to govern the operation of the signal, and said device deenergized in response to a train entering the section to render el'l'ective the source of alternating current to thereby establish a flow of train-governing periodically interrupted alternating current in the rails at a rate corresponding to traiiic conditions.

8. In combination, a track section, a track circuit including the tratllc rails of the track sect-ion, means for normally supplying the track circuit with current periodically interrupted, a track relay connected across the ratio rails and responsive to such periodically interrupted current, a decoding relay, means to energize the decoding relay in response to the track relay operated by the interrupted current, means eiiective with the decodingrelay deenergized to prevent the reenergizing of the decoding relay until after the track relay has been operated for a given interval by the interrupted current, and means for signaling controlled by the decoding relay.

9. In combination, a track section, a track circuit includin the trafiic rails of the track section, means Ior normally supplying the track circuit with current periodically interrupted, a track relay connected across the trallic rails and responsive to such periodically interrupted current. a decoding relay, means to energize the decoding relay in response to the track relay operated by the interrupted current, and said thermal relay to close its contact after a given time interval in response to current impulses produced therein by the track relay operated by the interrupted current, and said thermal relay eflec ive with the decoding relay deenergized to prevent the reenergizing of the decoding relay until the track relay has been operated the said given time interval.

10. In combination, tra-iiic rails arranged in track sections, a track circuit for each track section, a source of coded direct current for each track circuit and so connected to the tratlic rails that the rails of adjacent track sections are of reverse polarity, a two-element track relay for each track circuit having one element constantly energized by'direct current of a given polarity and the second element connected to the traffic rails and energized by the coded direct current of the polarity of the associated track circuit, and a circuit controlling armature for said relay operated on code only when the two elements are energized with proper polarity to thereby provide detection of a break down of the insulation of the insulated rail joints separating the track sections.

11. In combination, a stretch of trallic rails over which tratlic may move in either direction, a Wayside signal located at each end of the stretch to govern traflic in opposite directions through the stretch, a normally inactive source of train-governing current located at each end of the stretch each adapted to supply coded alternating current across the traffic rails at its respective end of the stretch to govern traiiic in opposite directions, a normally active source of track circuit current to supply across the trafiic rails coded direct current, a track relay connected to the rails and responsive to the coded direct current in the rails, a decoding relay, means to energize the decoding relay in response to the operating of the track relay by the coded direct current, and means controlled by the decoding relay to govern the operation of the Wayside signals and to render effective the sources of train-governing current.

12. In combination, a stretch of traliic rails over which traffic may move in either direction, a wayside signal located at each end of the stretch to govern traiiic in opposite directions through the stretch, a normally inactive source of train-governing current located at each end of the stretch each adapted to supply coded alternating current across the traflic rails at its respective end of the stretch to govern traific in opposite directions, a normally active source of track circuit current to supply across the traflic rails coded direct current, a track relay connected to the rails and responsive to the coded direct current in the rails, a decoding relay, means to energize the decoding relay in response to the operating of the track relay by the coded direct current, trafiic directional means responsive to the direction of trafiic, and means controlled jointly by the decoding relay and the traiiic directional means to selectively govern the operation of the Wayside signals and to selectively render efiective the sources of train governing current.

13. In combination, a stretch of traflic rails over which trai'lic may move in either direction, a wayside signal located at each end of the stretch to govern tratlic in opposite directions through the stretch, a normally inactive source of tra n-governing current located at each end of the stretch each adapted to supply coded alternating current of diilerent codes across the traflic rails at its respective end of the stretch to govern trafic in opposite directions, a normally active source of track circuit current to supply across the trafiic rails coded direct current, a track relay connected to the rails and responsive to the coded direct current in the rails, a decoding relay, means to energize the decoding relay in response to the operating of the track relay by the coded direct current, means con trolled by the decoding relay to govern the operation of the signals and to render etfec tive the sources of train-governing current, and means responsive to traffic conditions of another section to select the code supplied by the sources of train-governing current.

141-. In combination, a stretch of trafic rails over which trai'fic may move in either direction arranged in two track sections, a track circuit for each track section, a normally active source of coded direct current and a normally inactive source of train-governing coded alternating current of different codes for each track circuit with said sources located at the adjacent ends of the track sec tions, a track relay for each track circuit located at the remote ends of the sections and each responsive to coded direct current, a decoding relay for each section, means associated with each track relay to energize the decoding relay in response to the track relay operated by the coded direct current, a polarized line relay for each section located at the adjacent ends of the sections to selectively render effective the sources of coded alternating current and to select the different codes, and a line circuit for each line relay controlled by the decoding relay of the section with which the line relay is not associated and by trafic conditions of another track section.

15. In a combined wayside and cab signal system, tralfic rails arranged in track sections, a track circuit for each track section, a wayside signal for each section, a first current source for each section adapted to supply to the track circuit train-governing coded alternating current of different codes, a second current source for each section adapted to constantly supply to the track cir cuit coded direct current, a track relay for each track circuit responsive to coded direct current but not responsive to coded alternating current, a decoding relay for each section, means associated with each track relay to energize the decoding relay in response to the track relay operated by the coded direct current, and means controlled by the decoding relay to govern the operation of the wayside signal and to select the code of the traingoverning alternating current supplied to the track circuit for the track section in the rear,

16. In a combined wayside and cab signal system, trah'ic rails arranged in track sections, a track circuit for each track section, a wayside signal for each section, a first current source for each section adapted to supply to the track circuit train-governing coded alternating current of diilerent codes, a second current source for each section adapted to constantly supply to the track circuit coded direct current, a track relay for each track circuit responsive to coded direct current but not responsive to coded alternating current, a circuit controller associated with each track relay retained in one given position in response to the track relay operated by the coded direct current and retained in a second given position when the track relay is shunted, and circuits controlled by the circuit controller to govern the operation of the wayside signal and to select the code of the train-governin alternating current supplied to the trach circuit for the track section to the rear.

17. In a combined Wayside and cab signal system, a stretch of single track railway arranged in track sections, signals located at each end of the stretch to govern trailic in opposite directions through the stretch, a normally inactive source of alternating current located at each end of each track section adapted to supply train-governing coded alternating current to the trathc rails at its respective end of the section to govern traflic in opposite directions through the section, a normally active source of direct current for each section adapted to supply coded direct current to the trafic rails, a track relay for each section responsive to coded direct current but not to coded alternating current, a decoding relay for each section, means associated with each track relay to energize the decoding relay in response to the track relay operated by the coded direct current; and means controlled by the decoding relays, in response to a train entering the stretch at either end, to set at stop the opposing signal, to open the circuit of each source of coded alternating current governing traffic in the opposing direction, and to render efiective each source of coded alternating current governing traffic in the same direction as that of the train entering the stretch.

In testimony whereof I affix my signature.

CHARLES W. FAILOR. 

